Fluid-pressure brake.



- v PATBNTED- JUNE 25, 1907. W. V. TURNER & F. L. CLARK.

FLUID PRESSURE BRAKE. APPLICATION FILED DEC 27, 1904;

2 SHEEN-SHEET 1.

WITNESSES INVENTORS 7H5 mmms PETERS co, WASHINGTON, n c.

- PATENTED JUNE 25 1907; W; V. TURNER & F. L. CLARK.

FLUID PRESSURE BRAKE.

APPLICATION FILED 1330.27, 1904.

2 SHEETS-SHEET 2.

50/70/77 Je/w'c'e.

ITNESSES I I ajgipVEylQ'tfi/QBS 2 1 dd l/l tl l amma $34M} ment inFluid-Pressure Brakes, of which the train pipe pressure and applying thebrakes communication from the main reservoir UNITED STATES PATENToEEIcE.

WALTER V. TURNER, oE WiHdINSBURGTAND RANcIs L. cLARK, 0E PITTSBURG,PENNSYLVANIA, ASSIGNORS TO THE WESTINGHOUSE AIR BRAKE COMPANY, oEPITTSBURG, PENNSYLVANIA, A CORPO- RATION OF PENNSYLVANIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

Patented June 25, 1907.

Application filed December 27,1904. Serial No. 238,356.

To all 1071,0121, 2125 may concern:

Be it known that we, WALTER V. TURNER and FRANoIs L. CLARK, citizens ofthe United States, residing, respectively, in l/Vilkinsburg andPittsburg, both in the county of Allegheny and State of Pennsylvania,have invented a certain new and useful Improvefollowing is aspecification.

This invention relates to fluid pressure brakes, and more particularlyto the engineers brake valve and the feed valve de vice for regulatingthe supply of air from the main reservoir to the. train pipe.

In the present standard automatic air brake apparatus, as is well known,the feed valve device is connected with the engineers brake valve bycertain ports which, when the brake valve is in a certain positioncalled running position, are open for supplying air from the mainreservoir through the feed valve to the train pipe, the feed valve beingadjusted to close at a certain desired maxi mum degree of train pipepressure and to open whenever the pressure falls below this standard.lVith the engineers brake valve in this position the feed valve operatesto supply the leakage and to keep the train line and auxiliaryreservoirs charged up to the degree of pressure which it is desired tocarry in the system, but when the brake valve is turned to anotherposition for reducing the through the feed valve is closed, so that anyleakage which occurs in the train pipe while the brakes remain appliedhas the efl ect to further reduce the train pipe pressure and to causefurther action of the triple valve to supply air from the auxiliaryreservoir to the brake cylinder. By this undesirable action of thetriple valve, due to train line leakage, the brake cylinder pressure isoften raised much higher than was intended by the engineer in making theapplication, and it then frequently becomes necessary to release thebrakes entirely and then re-apply with a lower degree of pressure inorder to properly control the speed of the train. This depletes thepressure of the auxiliary reservoir sometimes to a dangerous degreebesides wasting a large amount of compressed alr. In order 1 to preventthis objectionable action of the triple valves, it is desirable to beable to maintain the train pipe pressure substantially constant at thegiven degree of reduction as made at the brake valve and to compensatefor the train line leakage while the engineers .brake valve is 011 lapand the brakes remain applied. Several forms of devices have beenproposed for accomplishing this purpose, but the principal object ofthis invention is to provide a feed valve device with certain additionalregulating means and connections with the engineers brake valve, wherebythe same may operate to regulate the train pipe pressure to the desireddegree when the brake Valve is in running position, andalso to controlcommunication to the train line when the brake valve is on lap and tothen maintain the train pipe pressure at whatever degree of reduction ismade at the brake valve.

Another object of this invention is to pro vide an improved form of feedvalve device of the slide valve type, in which the piston which actuatesthe main slide valve is operated by main reservoir pressure to open thevalve while the regulating or diaphragm valve, which is subject to thetrain pipe'pressure, operates to open communication from the chamber onthe opposite side of the piston to the atmosphere when the train pipepressure falls below the desired maximum degree.

We will now describe more particularly one form of valve mechanismembodying ourimprovements, reference being had to the accompanyingdrawings, in which Figure 1 is a partial horizontal section and lan viewof the engineers brake valve with reed valve device attached, the topof-the brake valve casing and rotary valve being removed to show theValve seat; Fig. 2 a face view of the rotary valve; Fig. 3 an endelevation and partial section of the feed valve device takensubstantially on the line f-f of Fig. 4 Fig. 4 a broken sectional Viewof the feed valve device and a portion of the engineers brake valvetaken substantially on the different planes indicated by the lines c-cand a-a of Fig. 1 and de of Fig. 3, in order to show the relati Veposition of the va rious ports and passages Fig. 5 a similar brokensectional view taken substantially on the lines bb of Fig. 1 and dd ofFig. 3; Fig. 6 a diagram of the engineers brake valve showing therelative position of the ports in the valve seat and in the rotary valvein running position; Figs. 7 and 8 similar diagrams showing the valve inservice and lap positions respectively; and Fig. 9 an elevation of theengineers brake valve and attached feed valve device complete, andshowing connections to the main reservoir, equalizing reservoir and thecontrolling reservoir.

The engineers brake valve 1, as shown, is of the rotary type and isprovided with the usual connections to the train pipe 2, equalizingreservoir 3, and main reservoir pipe 4 leading to main reservoir 5.

The improved feed valve device 6 is preferably oi the slide valve typeand is adapted to be bolted against the bodyoi the engineers brake valvewith which it is connected by certain ports and passages leading to theseat of the rotary valve. According to the preferred construction thefeed valve device comprises a main valve chamber 7 and piston chamber 8containing slide valve 9 and piston 10, the valve and piston beingsubject to main reservoir pressure, which is admitted to said valvechamber and controlling the port 11 leading to the train pipe space 12which communicates through passages 13 and 14 in the engineers brakevalve with the train pipe. The piston is so fitted to the chamber as topermit air under pressure from the main reservoir to equalize around thepiston when the chamber on the opposite side is closed and a lightspring 15 is employed for them normally moving the piston and slidevalve to close the feed port 11.

A regulating valve 16 operated by dia phragm 17 subject to the opposingpressures of the train pipe in chamber 18 and an adjustable load device,such as spring 19, is used for governing the action of the main valve 9by controlling the release of air from the piston chamber through ports20, 21 and 22 'to the atmosphere. A maintaining valve 25 is preferablyemployed iorfalso governing the pressure in the piston chamber 8 and isoperated by a diaphragm 27 which is subject to the opposing pressures ofthe train pipe in chamber 26 on one side and of a controlling chamber 28on the other side, the chamber 26 communicating with the train pipespace 12 through port 31 and the controlling c iamber 28 being in opencommunication through ports 30 and 42 and pipe 43 with controllingreservoir 44, which forms merely an enlargement of said chamber forgiving the desired volume. According to the construction shown the valve25 serves to control the release of air from the rear of piston chamber8 through port 32 to the chamber 26 and port 31 to the train pipe. Lightsprings, 29 and closes the port 21,

53, may, if desired, be employed for assisting the action of the valve25.

The ports 20, 23 and 30 lead to the seat of the rotary valve, which isalso provided with port 24 leading to the main slide valve chamber 7,port 32 commimicating with the train pipe, exhaust port 45 leading tothe atmosphere, preliminary discharge port 46 connected with the chamber34 above the piston 35 of the train pipe discharge valve, which chambercommunicates through pipe 36 wit-h the equalizing reservoir 3 accordingto the usual standard construction, equalizing port 33 and port 31communicating with the equalizing chamber 34, and groove 47communicating with exhaust port 45. For cooperating with these ports inthe valve seat the rotary valve is provided with a through port 41, alarge cavity 38 having openings 48, 51, and 50 in the face of the valve,and small cavities 39, 37, 49, and 52.

The operation of our improvement is as follows :When the engineers brakevalve is set in running position, as indicated in Fig. 6, air underpressure from the main reservoir flows through the port 41 in the rotaryvalve, and port 24 to the main valve chamber 7 of the feed valve deviceand there acting upon the piston 10 moves the same over to its extremeposition, compressing spring 15 and opening wide the feed port 11. Thespring 19 of the regulating valve having been adjusted for the desiredmaximum degree of train pipe pressure, say pounds per square inch, willhold the valve 16 wide open since the air pressure in chamber 18 on thediaphragm 17 is much below the maximum pressure, so that the air whichleaks around the piston 10 to chamber 8 is released to the atmospherethrough port 23, cavity 39 in the rotary valve, ports 20, 21 and 22,whereby the pressure in the valve chamber acting on the piston 10 holdsthe feed port 11 open to charge the train line. In this position of therotary valve the openings 51 and 50 of large cavity 38 register with thetrain pipe port 32 and equalizing port 33, while ports 20 and 23 areconnected by cavity 39, and ports 30 and 31 by cavity 37. Air underpressure then flows through passages 12, 13 and 14 to the train pipe 2and also through ports 32 and 33 to the equalizing reservoir and chamber34, and through ports 31, 37 and 30 to the controlling reservoir andchamber, charging all to the maximum degree of train pipe pressure. Asthe pressure in the train pipe and consequently in the chamber 18 on diaphragm 17 rises to this desired maximum the spring 19 is compressed andthe valve 16 thereby preventing further escape of air from chamber 8,whereupon the pressure immediately equalizes on opposite sides of piston10 and the spring 15 moves the piston and valve 9 to close the feed portand prevent overcharging the train pipe. I11 the meantime, the pressuresupon opposite sides of the maintaining diaphragm 27 remain equal and thevalve 25 remains closed so that it does not affect the pressure in thepiston chamber 8 at this time. If then the train pipe pressure reduceson account of leakage the spring 19 acts to open the valve 16suficiently to permit a lowering of the pressure in pistonchamber 8,whereupon the higher pressure of the valve cham ber again moves thepiston and valve to open the feed port 11 and supply the train line. Bymeans of this feature of venting air through the regulating valve fromthe piston chamber to the atmosphere a more positive reduction isproduced than in the case'where this valve vents into the train pipe,and consequently a more positive and quicker action of the feed valveresults. It will now be ap parent that this feature of our inventionmay, if desired, be applied to feed valves of the standard type andhaving the usual function, without the addition of the improvedmaintaining valve feature.

When the engineers brake valve is turned to service position, Fig. 7,the groove 52 connects the preliminary discharge port 46 with theexhaust port and the pressure in the chamber 34 and equalizing reservoirreduces in the usual way, thereby causing the upward movement of theequalizing piston 35 and the opening of the train pipe discharge valvein the ordinary manner. In this position of the rotary valve it will benoticed that the supply of air through port 24 to the feed valve is cutoff, and that the controlling res- 'ervoir is in communication with theequalizing reservoir and chamber 34 through port 30, cavity 49 and port31, whereby the pressure in the controlling reservoir is reduced toexactly the same degree as the equalizing reservoir. When the desiredreduction has been made the brake valve is turned back to lap position,see Fig. 8, in which the preliminary discharge port 46 is closed. Thetrain pipe pressure continues to fall through the train pipe dischargevalve until this is closed by the equalizing piston 35 in the usualmanner when the train pipe pressure has reduced to equal that of theequalizing reservoir. In this position of the rotary valve it will beobserved that the through port 41 partially registers with port 24 forsupplying air from the main reservoir to the feed valve chamber, whileall the other ports in the rotary valve seat are closed. By this meansthe regulating valve is entirely out out and the air under pressure inthe control ling reservoir is tightly sealed up against all leakage atthe desired degree to which the train pipe pressure is reduced in makingthe- As long as the,

application of the brakes. brakes are held applied with the brake valvein this position the pressure in the controlling reservoir and chamber28 on diaphragm 27 remains constant, while the pressure in chamber 26 onthe opposite side of the diaphragm, varies with the train pipe pressure.Should the train pipe pressure diminish on account of leakage, thegreater pressure of the controlling reservoir acting on the dia phragmcauses the same to open the maintaining valve 25 and thereby vent airunder pressure from the piston chamber 8 through the port 32 to chamber26 port 31 and passage 12 to the train pipe. This reduction of pressureon the piston 10 causes the opening of the feed port 11 in the samemanner as be fore described.

l/Vhen the pressure in the train line rises to substantially equal thatof the controlling reservoir, the diaphragm 27 permits the valve 25 toclose, whereupon the pressure equalizes around the main piston 1.0 andthe spring 15 moves the piston and slide valve to close the feed port.In this manner the maintaining valve acts in the place of the regulatingvalve to control the pressure upon the main slide valve piston when thebrake valve is on lap and maintains the degree of train pipe pressuresubstantially constant and equal to that scaled up in the controllingreservoir.

The braking pressure may be increased as desired by making furtherreductions in train pipe pressure in the usual way, or may be heldapplied for any length of time without danger of further and undesirableaction of the triple valves due to leaks in the train pipe.

The brakes may be released by turning the brake valve to runningposition or further to release position, in which the ports 41 and 48both register with port 24 and port 51 with ports 32 and 33, while port50 connects with port 30 leading to the controlling reservoir. Air fromthe main reservoir then flows through the large cavity 38 in the rotaryvalve directly to the train pipe, equalizing reservoir and controllingreservoir, these two reservoirs instantly equalizing with the train pipewhen the brake valve is returned to run ning position.

Quick action of the brakes may be produced by turning the brake valve toemergency position, in which the port 48 registers with. train pipe port32 and port 51 with exhaust port 45, thereby opening a direct dischargefrom the train pipe through cavity 38 to the atmosphere in the usualway. In this position the groove 52 also connects the pre liminarydischarge port 46 with the groove 47 and the exhaust port 45, and cavity39 may connect ports 30 and 31 so that air will be discharged from theequalizing reservoir and the controlling reservoir at the same time thatit is being discharged from the train pipe.

l/Vhile we have described our improvements in connection with anengineers brake valve of the rotary type, it will be evident that theinvention is not limited thereto but may also be employed with variousother styles of brake valves.

Having now described our invention, what we claim as new and desire tosecure by Letters Patent is 1. In a fluid pressure brake, thecombination with an engineers brake valve, of a feed valve device fornormally regulating the train pipe pressure and having additional meansfor maintaining the train pipe pressure substantially constant at anygiven degree of reduction from normal when the brake valve is in lapposition.

2. In a fluid pressure brake, the combination with an engineers brakevalve, of a valve device governed by train pipe pressure for normallyregulating the same, means for supplying air to said valve device whenthe brake valve is in lap position, and a main taining valve mechanismfor controlling the action of said valve device when the brake valve/isin lap position.

3. A feed valve device for fluid pressure brakes comprising a main valvefor controlling communication from the main reservoir to the train pipein both the running and lap positions of the brake valve, a regulatingvalve subject to the train pipe pressure for normally governing theaction of the main valve, and a maintaining valve mechanism for alsogoverning the action of the main valve.

4. A feed valve device for fluid pressure brakes comprising a main valvefor controlling communication from the main reservoir to the train pipein both the running and lap positions of the brake valve, a movtbleabutment for actuating said valve, a regulating valve subject to thetrain pipe pressure for normally controlling the pressure on saidabutment, and a maintaining valve for also controlling the pressure uponsaid abutment.

5. In a fluid pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve for controlling communication from the main reservoir tothe train pipe in both the running and lap positions of the brake valve,a movable abutment for operating said valve, a regulating valve governedby the train pipe pressure for controlling the pressure upon theabutment, and a maintaining valve operated by the train pipe pressurewhen the engineers brake valve is in lap position for also controllingthe pressure upon said abutment.

6. In a fluid pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a valve device comprising amain valve for controlling communication from the main reservoir to thetrain pipe in both the running and lap positions of the brake valve, amovable abutment for operating said valve, a maintaining valve forcontrolling the pressure upon said abutment and operated by the opposingpressures of the train pipe and a controlling chamber or reservoir, andmeans operated by the movement of the brake valve in applying the brakesfor reducing the pressure in the controlling chamber to that of thetrain pipe and then tightly closing said chamber.

7. In a fluid. pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve with piston for controlling communication from the mainreservoir to the train pipe in both the running and lap positions of thebrake valve, a regulating valve governed by train pipe pressure fornormally controlling the pressure upon one side of the piston, and amaintaining valve operated by the opposing pressures of a con trollingchamber and the train pipe for also controlling the pressure upon thepiston of the main valve:

8. In a fluid pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve with piston for controlling communication from the mainreser voir to the train pipe, a regulating valve governed by train pipepressure for normally controlling the pressure upon one side of thepiston, a controlling reservoir or chamber, a maintaining valve operatedby the'opposing pressures of the train pipe and said chamber for alsocontrolling the pressure upon one side of the main valve piston, andmeans operated by the movement of the brake valve in applying the brakesfor cutting out the regulating valve.

9. In a fluid pressure brake, the combina tion with a mam reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve with piston for controlling communication i'rom the mainreservoir to the train pipe, a regulating valve governed by train pipepressure for normally controlling the pressure upon one side of thepiston, a controlling reservoir or chamber, a maintaining valve operatedby the opposing pressures of the train pipe and said chamber for alsocontrolling the pressure upon one side of the main valve piston, meansoperated by the movement of the brake valve in applying the brakes forreducing the pressure in said control reservoir to the desired degree oftrain pipe pressure and then closing communication to or from saidcontrol reservoir.

10. In a fluid pressure brake, the combination with a main reservoir andtrain pipe, of a feed valve device comprising a main valve and pistonfor controlling communication from the main reservoir to the train pipe,a

regulating valve governed by the train pipe pressure for controlling thepressure upon one side of the main valve piston, a controllingreservoir, and a maintaining valve operated by the opposing pressures ofthe said reservoir and the train pipe for also controlling the pressureupon one side of the main valve piston, an engineers brake valve havingan equalizing reservoir, ports for connecting the two reservoirs inservice application position and means for closing communication to orfrom the control reservoir, and for cutting out the regulating valvewhen the brake valve is in lap position.

11. A feed valve device for fluid pressure brakes comprising a mainvalve for controlling communication from the main reservoir to the trainpipe, a movable abutment subject to main reservoir pressure foractuating said valve, and a regulating valve operated by train pipepressure for governing the release of air from one side of said abutmentto the atmosphere.

12. A feed valve device for fluid pressure brakes comprising a mainvalve for controlling communication from the main reservoir to the trainpipe, a piston exposed on one side to main reservoir pressure foroperating said valve, means for equalizing the pressure around saidpiston, a regulating valve controlling communication from the pistonchamber to the atmosphere, and a diaphragm subject to the opposingpressures of the train pipe, and an adjustable load device for operatingsaid regulating valve.

13. A feed valve device for fluid pressure brakes comprising a mainvalve for controlling communication from the main reservoir to the trainpipe, a movable abutment subject to main'reservoir pressure foractuating said valve, and a regulating valve operated by train pipepressure for governing the release of air from one side of said abutmentto-the atmosphere, and a maintaining valve operated by train pipepressure for controlling communication from the-same side of saidabutment to the train pipe.

14. In a fluid pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a valve device comprising amain valve with piston for operating the same for controllingcommunication from the main reservoir to the train pipe, a maintainingvalve operated by the train pipe pressure and an opposing fluid pressurefor governing the pressure upon said piston, a regulating valve operatedby train ipe pressure for controlling a port leading ii om one side ofsaid piston, and means operated by the engineers brake valve for openingand closing said port.

15. In a fluid pressure brake, the combination with a main reservoir, en"ineers brake valve, and train pipe, of a fee valve device comprising amain valve and its actuating piston, a regulating valve operated bytrain pipe pressure for governing the pressure acting upon said piston,a maintaining valve 0perated by the opposing pressures of the train pipeand a fluid. pressure chamber for also governing the pressure acting onsaid piston, said brake valvehaving ports for opening communication fromthe main reservoir through the feed valve in running and lap positions,ports for reducing the pressure of said fluid pressure chamber to thedesired degree of train pipe pressure in service application position,and means for closing said chamber and for cutting out the regulatingvalve in lap position.

16. In a fluid pressure brake, the combination with a main reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve for controlling the supply of air to the train pipe in twodifl'erent positions ofthe brake valve, a regulating valve devicesubject to train pipe pressure for normally governing the action of themain valve when the brake valve is in one.

position, and a maintaining valve mechanism for governing the action ofthe main valve when the brake valve is in the other position.

17. In a fluid pressure brake, the combina- I tion with a mam reservoir,engineers brake valve, and train pipe, of a feed valve device comprisinga main valve for controlling the supply of air to the train pipe in twodifferent positions of the brake valve, a movable abutment'for operatingsaid main valve, a regulating valve device subject to the train pipepressure for controlling the pressure upon the abutment when the brakevalve is in one position, and a maintaining valve mechanism operated bythe train pipe pressure when the brake valve is in the other positionfor also controlling'the pressure upon said abutment.

18. In a fluid'pressure brake, the combination with a main reservoir, atrain pipe, and an engineers brake valve having an equalizing reservoir,of a main feed valve for controlling the supply of air to the trainpipe, a regulating valve device subject to train pipe pressure forgoverning the action of the main valve, a control chamber or reservoir,a maintaining valve mechanism governed by the control reservoir pressurefor also controlling the action of the main feed valve, and means actingat one time to open communication between the equalizing reservoir andthe control reservoir, and at another time to close said communication.

19. In a fluid pressure brake, the combination with a main reservoir, enineers brake valve, and train pipe, of a fee valve device comprising amain valve for controlling the supply of airto the train pipe in twopositions of the brake valve, a regulating valve device subject to thetrain pipe pressure for IIO normally governing the action of the main Intestimony whereof We have hereunto valve when the brake valve is in oneposiset our hands.

tion, a maintaining valve mechanism for WVALTER V. TURNER. alsogoverning the action of the main valve, FRANCIS L. CLARK. and means forcutting out communication l/Vitnesses:

through the regulating valve when the brake R. F. EMERY,

valve is moved to the other position. J. B. MACDONALD.

